Draft rigging



2 Sheets-Sheet l Apri@ 28, w36.

A. E. HEFFELFING ER DRAFT RIGGING Filed Aug. l2, 1950 M :Milk Humm r Apr 2%, i936. v l A. E. HEFFELFINGER 039,24?

DRAFT RIGGING Filed Aug. 12', 1930 2 sheets-sheetv 2 Patented Apr. 28, 1936 UNITED STATES PATENT OFFICE DRAFT RIGGIN G Arthur E. Heellinger, New York, to The Symington Company,

N. Y., assignor Rochester, N. Y.,

7 Claims.

This invention relates to railway draft rigging and, more particularly, to an arrangement whereby a standard coupler may be used on railway vehicles having different overhangs.

The principal object of my invention, generally considered, is to provide interchangeable equipment suitable for either passenger or freight cars or cars having different overhangs.

Another object of my invention is to provide for pivotally connecting the coupler or drawbar with respect to associated cushioning mechanism so that it may angle as desired on curves, an auxiliary member being employed between a coupler or drawbar of standard length and the associated yoke, so that the yoke may be disposed different distances from the end of the car, as circumstances may make necessary.

A further object of my invention is the provision of one swivel butt coupler for all types of cars employed with said coupler and a swivel butt or auxiliary shank of the requisite length necessary for the overhang of the car with which employed.

A still further object of my invention is the provision of a swivel butt coupler and auxiliary shank for use on passenger cars or cars of long overhang, auxiliary shank guides being provided on the draft sills to take care of the transverse components of the draft and buffing forces transmitted from the coupler.

Other objects and advantages of the invention relating to the particular arrangement and construction of the various parts will become apparent as the description proceeds.

Referring now to the drawings illustrating my invention, the scopewhereof is defined by the appended claims:-

Figure l is a vertical longitudinal sectional view of a railway vehicle underframe showing the associated draft rigging with portions in side elevation.

. Fig. 2 is a horizontal sectional View of the vehicle underframe and associated rigging shown in Fig. 1 with portions in plan.

Fig. 3 is a transverse sectional View on the line 3--3 of Fig. 2, looking in the direction of the arrows.

Fig. 4 is a transverse sectional view on the line 4-4 of Fig. 2, looking in the direction of the arrows.

Fig. 5 is a transverse sectional view on the line 5 5 of Fig. 2, looking in the direction of the arrows.

Before describing the invention in detail, it might be well to state that diiferent classes of cars, such as passenger and freight cars, have different overhangs or distances between the head of the coupler and the connection with the cush! ioning mechanism, such differences being partly due to the fact that most passenger cars have platforms which are relatively light and to which it is not desired to directly connect the draft mechanism. On light wooden frame passenger cars, such as used in Brazil, for example, the vestibule platform sills will not stand the bufng shock which might be transmitted from the coupler, so that the draft attachments have to be carried further back, making it necessary to have the effective length of the coupler shank or drawbar relatively long. To obviate the necessity of having two coupler standards, one with a relatively short shank for freight equipment, and one with a relatively long shank for passenger equipment or cars with long overhang, I have devised an auxiliary shank which may be connected to a standard drawbar or coupler in order to give said drawbar or coupler the desired length for use with a given railway car.

Referring now to the drawings in detail, like parts being designated by like reference characters, there is shown a portion of a railway vehicle underframe comprising center or draft sills I connected at their ends by a striking casting and sill tie member 2, and intermediate said ends by a back sto-p casting 3. The striking casting is provided with an aperture 4 receiving the drawbar or stem of the associated coupler 5, said stem normally resting on a removable carrier block 6 which thereby permits the ready insertion and removal of said stem, the butt portion of which, especially when connected to the auxiliary shank 1, being greater in transverse section than that portion of the stem adjacent the coupler head.

In the present embodiment, a car of relatively longV overhang or distance between the striking casting or associated coupler head and yoke 8 is shown whereby it is necessary to have some means for increasing the normal length of a drawbar or coupler shank 5 such as generally used with freight equipment. This means takes the form of an auxiliary shank l which, in the embodiment illustrated, is pivotally connected to the stem or drawbar 5 by a pivot pin S passing through registering apertures I0 in rearwardly extending flanges or webs H at the rear end of the coupler stem or drawbar 5 and forwardly extending embracing flanges or webs l2 on the auxiliary shank 7. The anges l2 are provided therebetween with pockets I3 receiving the flanges ll, the inner surfaces of said pockets being preferably curved coaxially with the registering apertures I9 and the edges of the flanges II being correspondingly curved to snugly nest in the pockets I3 and provide for the transmission of bufng forces from the coupler 5 to the auxiliary shank 1, without stressing the pivot pin 9, While permitting horizontal angling between the coupler 5 and the shank 1.

In order to support the rear portion of the shank 5 and the forward portion of the stem 1,

said members adjacent the connection therebe-V tween are slotted, as indicated at I4, to receive a horizontal key I5 which passes through registering slots I6 in the draft sills I and cheek plates I1 thereon. Said cheek plates I1 desirably have disposed therebeneath supporting and guiding castings I8 desirably connected to the sills I as by means of rivets I9 and provided with supporting webs 2D which underlie the forward portion 2I of the auxiliary shank 1 and supplement the key I5 for guiding and supporting the drawbar and auxiliary shank. The portion 2I of the shank is also preferably enlarged transversely so that the flanges 22 defining the slots IG in the cheek plates extend close thereto for properly guiding and centering said shank. Said cheek plates are desirably provided with upper flanges or webs 23 which normally overlie the enlarged forward end 2| of the auxiliary shank and limit upward movement thereof, whereby said shank is guided for limited longitudinal movement while prevented from undesired transverse or vertical movement.

Although the pivot pin 9 may be formed and supported in any desired manner, yet in the present embodiment it is shown as a one-piece pin notched to correspond with the slot I4 through the coupler shank 5 and auxiliary shank 1 and with an extension 24 reduced in diameter and received in a corresponding aperture in a supporting plate 25 which, in turn, passes through slots 26 in lugs 21 on the lower face of the auxiliary shank 1, which lugs are disposed one on either side of the pivot pin aperture through the flanges I2 thereof. It will be seen that the coupler and auxiliary shank may be connected as by passing the pivot pin upwardly through the pin apertures until the extension is elevated sufciently to permit the application of the plate 25, when the said extension may be allowed to drop into the aperture in said plate when, if desired, it may be locked in position as by means of a cotter, or the like, through an aperture 28 in said extension below the plate 25. The removal of the wear block 6, it will be seen, enlarges the aperture 4 in the striking casting suiliciently to permit the insertion and removal, not only of the coupler stem 5, but said stem, when connected to the auxiliary shank 1.

The rearward end of the auxiliary shank 1 is desirably guided and supported as by means of an integral casting 29 connected to and connecting the sills I, as by means of rivets 39, and provided with a wear plate 3l between the lower surface of the shank 1 and the corresponding supporting portion of the guiding casting 29. That portion of the auxiliary shank 1 rearwardly of the guiding casting 29 is desirably slotted, as indicated at 32, to correspond with the slots 33 in the yoke 8 whereby it is normally connected to said yoke, as by means of a horizontal key 34, the ends of said key being desirably supported in slots 35 in the sills I and associated cheek plates 36. Said cheek plates are desirably of the usual double slotted type adapted for use with Farlow draft rigging, and the rearward slots 31 serve to receive the rearmost key 38 which extends through registering slots 39 in the yoke 8 and a slot 46 in the associated front follower 4I whereby said follower is supported and connected to the yoke in the usual manner. Said follower 4I is desirably provided with a forward extension 42 received in the butt of the auxiliary shank 1 for holding the parts in `desired relation in accordance with the usual practice.

Cushioning mechanism 43 of any desired type, diagrammatically represented by dot-and-dash lines, is normally disposed between the front follower 4I and the rear follower 44 which, in turn, is embraced by the yoke 8. The cushioning mechanism 43 may be supported by a carry iron 45, the ends of which are connected to the sills I as by means of bolts and nuts 46. The cushioning mechanism may be guided and prevented from undesired upward movement by a guiding member 41 connected to the sill cover plate 48 in any desired manner, as by means of rivets 49. The arms of the yoke 3 are desirably supported and guided by angular lugs 50 connected to the sills I as by means of rivets 5I.

From the foregoing disclosure, taken in connection with the accompanying drawings, it will be seen that I have devised an improved railway draft rigging and two-part coupler stem involving a forward portion rigid with the head, and a rearward portion or auxiliary shank pivotally connected thereto as by means of a pivot pin extending through intercalated flanges on the connected portions of the members. The parts of the members at the point of connection are desirably supported by a horizontal key extending through slots in associated cheek plates, which cheek plates are desirably extended sufliciently toward one another so as to guide the enlarged front end of the auxiliary shank, the lower portion of said front end being desirably supported on anges or ledges formed on associated underlying supplemental castings. The cheek plate flanges guiding the forward portion of the auxiliary shank are desirably flared or tapered away from one another at their forward ends, as indicated at 52, to permit the desired angling of the coupler 5, and the auxiliary castings I8 desirably have vertical webs connected by tie bolts 53, or other connecting means, to rigidijfy the construction and prevent undesired separation of the sills when the coupler is subjected to bufiing forces when angularly disposed with respect to the auxiliary shank 1.

When such buflng forces are applied, it will be seen that they are transmitted directly through the auxiliary shank to the front follower 4I and associated cushioning mechanism 43, and from there through the rear follower 44 and yoke 8 to the back stop 3. The transverse component of such bufiing force is taken care of by the cheek plates I1, auxiliary castings I8 and guiding casting 29, which transmit such forces to the sills of the car.

Under the action of draft forces, such are transmitted from the coupler stern 5 through the pivot pin 9 to the auxiliary shank 1, and from thence through the key 34 to the yoke 8, which, in turn, transfers the force through the rear follower 44 to the cushioning mechanism 43, which is stopped by the front follower 4I held in place by the rear key 38, the ends of which are received in slots 31 in the cheek plates 36.

Although the drawings show an embodiment when used with a passenger car, or one with a relatively long overhang, it will be understood that when the overhang of the car is decreased, the length of the auxiliary shank l is correspondingly decreased without other change except that when used with an ordinary type of freight car, the auxiliary shank guide 29 may be dispensed with and the shank reduced to such an extent that it becomes merely a swivel butt on the coupler stem 5, such as represented by the character in the Barrows Patent No. 1,431,717, said coupler and swivel butt being then directly connected to the yoke 8 by means of a key l5, thereby also dispensing with the key 34 and the necessity for the auxiliary casting I8.

Although a preferred embodiment of my invention is illustrated, it will be understood that modifications may be made within the spirit and scope of the appended claims.

I claim:

1. In railway draft rigging, in combination with the draft sills of a vehicle, a yoke therebetween, a follower disposed between the arms of said yoke and connected thereto, cushioning mechanism mounted between said follower and yoke, a drawbar disposed between said sills, carrier means for said drawbar, an extension interposed between said drawbar and follower with one end connected to said drawbar and the other connected to said yoke, and integral means connecting said sills intermediate the ends and surrounding said extension for guiding purposes.

2. In railway draft rigging, in combination with draft sills, a yoke, a drawbar, an auxiliary shank for said drawbar pivotally connected thereto, means connecting the rear of said auxiliary shank to said yoke for transmitting force through the latter to associated cushioning mechanism, and integral means connecting portions of said sills intermediate their ends and through which said shank passes for guiding it longitudinally and avoiding undesired horizontal or vertical lateral deflection.

3. In railway draft rigging, in combination with draft sills, a coupler with a stem portion disposed between said sills, a yoke disposed between said sills, and an auxiliary shank for said coupler, said coupler stem having rearwardly extending flanges and the auxiliary shank having forwardly extending flanges intercalated with respect to the coupler stem flanges, pivotal means intersecting said flanges for connecting said stem and auxiliary shank, cheek plates lying on either side of the connection between said stem and shank and having flanges lying close to said shank for guiding the same for longitudinal movement between said sills, shank supporting and guiding castings underlying said cheek plates, secured to said sills and connected to one another by a tie bolt, a key intersecting the rear portion of said shank and said yoke for connecting said members, and an integral casting connected to and connecting said sills, said casting being lapertured to receive the rear portion of said shank and serving to surround and support said rear portion and prevent undesired lateral movement thereof.

4. In railway draft rigging, in combination with draft sills, a coupler with a stem portion disposed between said sills, yoke-acting means disposed between said sills, and an auxiliary shank for said coupler, pivotal means connecting said stem and auxiliary shank, cheek plates lying on either side of the connection between said stem and shank and having portions lying close to said shank for guiding the same for longitudinal movement between said sills, shank supporting and guiding castings underlying said cheek plates, secured to said sills and connected to one another by tie means, a key intersecting the rear portion of said shank and said yoke-acting means for connecting said members, and rigid means connected to and connecting said sills, said rigid means being apertured to receive the rear portion of said shank and serving to surround and support said rear portion and prevent undesired lateral movement thereof.

5. In railway draft rigging, in combination with the draft sills of a vehicle, a yoke disposed between said sills, a follower connected to said yoke, a coupler with its stem disposed between said sills, an extension interposed between said stem and follower, with one end connected to said stem and the other to said yoke, and integral means connecting said sills and surrounding said extension for guiding purposes.

6. In railway draft rigging, in combination with draft sills, a yoke, a follower disposed between the arms of said yoke and connected thereto, a coupler with a stem disposed between said sills, an extension interposed between said stem and follower, with one end connected to said stem and the other connected to said yoke, a horizontal key passing through said stem and extension adjacent the connection therebetween, and integral means connecting said sills intermediate the ends and surrounding said extension for guiding purposes.

7. In railway draft rigging, in combination with draft sills, a yoke, a follower connected to said yoke, a coupler with a stem disposed between said sills, an extension interposed between said stem and follower, with one end connected torsaid stem and the other end connected to said yoke by means of a horizontal key, the ends of which are received in slots in said sills, and integral means connecting said sills and surrounding said extension for guiding purposes.

ARTHUR E. HEFFELFINGER. 

